Control for internal-combustion engines



Ha. I

' M. E. CHANDLER 2.432. 83

CONTROL FOR INTERNAL-COMBUSTION ENGINES Filed June 19, 1943 Dec. 9, 1947.

2 Sheets-Sheet 1 In Y awn/1m. mm Etmaz Aew Dec; 9, 1947. MIE. CHANDLER CONTROL FOR INTERNAL-COMBUSTION ENGINES Fild June 19 1943 2 Sheets-Sheet 2 INVENTOR. -l1u To- EOMNDLER Patented Dec. 9, 1947 Milton n. Chandler, New Britain, com,

assignor,

by mesne assignments, to Niles-Bemeat-Pond Company, West Hartford, Conn, a corporation of New Jersey Application June 19, 1943, Serial No. 491,442

33 Claims. 123-117) The present invention relates to internal combustion engines, and particularly to means for controlling the conditions of combustion in such engines.

The eificiency of combustion in an internal combustion engine is afiected by many variable factors, among which are the timing of the igni-'- tion with respect to the piston position, and the proportions of the mixture of fuel and air supplied to the engine It. has been found that for most efilcient combustion, an engine should be supplied with a mixture offuel and air which is relatively lean. In other words, the fuel to air ratio should be kept low. Furthermore, it has been found that when an engine is operating at light loads (less than half of rated load, for example), more eflicient combustion may be obtained with lean mixtures if the ignition timing is advanced so that ignition occurs at some time before the piston reaches top dead center.

However, an engine which is supplied with a fueland air mixture whose proportions are determined solely from considerations of efiicient combustion would have other undesirable operating characteristics. For example, the engine could not produce the same amount of power that it might if supplied with a richer mixture, and also it might tend to overheat under certain conditions. It is therefore. generally desirable to provide a mixture control by which the fuel to air ratio may be increased when the engine is oper ating under relatively heavy loads. It is therefore an object of the present invention to provide improved means for controlling the ratio of fuel to air in the combustible mixture supplied to internal combustion engines.

Another object of the invention is to provide combined mixture control means and ignition timing control means for an internal combustion engine, by which the ignition timing will be advanced when the engine is operating under lightloads and a lean mixture is being supplied to it.

A further object of the present invention is to provide improved means which operates auto-- matically upon the occurrence of a predetermined fuel flow thru a carburetor to increase the fuel to air ratio of the mixture supplied by the carburetor.

Another object of the invention is to provide improved means for supplying an internal com 2 combustion engine, of the type in which the fuel supply flows through a pair of parallel branch conduits, each including a metering restriction, and a mixture control valve is operated to selectively permit the flow of fuel thru one or both of the conduits. A still further object is to provide, in a carburetor of the type described, means responsive to the dificrence between the difierential pressures across the metering restrictions in said branch conduits for controlling the timing of Figure 3 is a diagrammatic illustration of a different form of mixture and ignition timing control means which may be used in the carburetor of Figure 1,

Figure 4 illustrates another modified form of mixture control which may be used in the carburetor of Figure 1, and

Figure 5 is a graphical illustration of the relationship between the fuel to air ratio and, the quantity of air flowing thru the carburetor in the various arrangements herein illustrated.

Referring now to Figure 1, there is shown a carburetor body portion 10 and an air inlet H formed therein and a passage l2 connecting the inlet H with an outlet l3. The air flowing thru the passage I2 encounters a Venturi restriction I l, and then flows past a throttle valve l5 and a fuel discharge nozzle It to the outlet l3.

A plurality of impact tubes I! are located at the inlet H with their open ends exposed to the flow of the air entering the passage l2. The impact tubes l1 form the entrance to a second air passage connecting the inlet H and the throat of the Venturi restriction 14. This second air passage may be traced from the impact tubes l1 through a vent ring iii, a conduit 20, a restriction 2i, a conduit 22, past a valve 23, through a valve chamber 24 and a conduit 25 to the throat of ventm'i M. The valve 23 is operated by a bellows 26 located in the chamber 24 and exposed through the conduit 25 to the pressure existing at the throat of the venturi l4. The valve 23 is operated by the bellows 26 to restrict thefiow of alithru the second passage previously described in a manner so that-the pressure drop across the restriction 2| is substantially a true parabolic function of the mass of air flowing through the passage l2. In other words, the pressure drop varies as the square root of the mass of air.

The pressure differential established across the restriction 2| is communicated to a pair of expansible chambers 21 and 28 in a metering unit generally indicated at 30. The metering unit 38 includes a casing 3|. which is divided by three flexible diaphragms 32, 33 and 34 into four expansible chambers 35, 21, 28 and 36. The diaphragms 32, 33 and 34 carry a sleeve 31, on the interior of which is formed an annular valve member 38 cooperating with a, tapering seat 48 on a central post 4|, The position of the valve member 38 with respect to the seat 40 controls the flow of fluid between chambers 35 an 36.

The fuel supply for the carburetor I8 is received from a suitable fuel pump or other source of fuel under, pressure (not shown) and passes through a conduit 42, a fuel regulator valve unit generally indicated at 43, a conduit 44, a mixture control or selector valve 45, a jet system generally indicated at 46, a conduit 41, a pressure regulating valve unit generally indicated at 46, and a conduit 58 to the discharge nozzle l6.

The fuel regulator valve umt 43 includes a housing 5| divided by a flexible diaphragm 52 into two expansible chambers 53 and 54. A balanced valve member 55 is supported centrally of the diaphragm 52 and cooperates with a seat formed in the casing 5| to control the passage of fuel between the conduit 42 and the chamber 54, which is directly connected to the conduit 44. A spring 56 biases the valve 55 toward open position. A restricted passage 51 connects chambers 54 and 53, and the chamber 53 is connected by a conduit 58 to the chamber 35 in themetering unit 38.

" The conduit 44 conducts the fuel to a chamber 68 in the mixture control or selector valve unit 45. A disc valve 6|, attached to a manually rotatable shaft 62. controls the flow of fuel from the chamber 60 thru a conduit 63,. and a conduit 64. The disc valve 6| is provided with a plu-' rality of apertures, such as that indicated at 65. When the aperture 65 registers with the conduit 63, the fuel flows thru the latter conduit. The disc valve, 6| is preferably so constructed that the fuel may flow either thru the conduit 63 alone or thru both conduits 63 and 64, depending upon the angular position of the shaft 62.

Fuel flowing thru the conduit 63 enters a chamber 66 in the jet system 46. From the chamber 66, the fuel may take one of three parallel paths thru the jet system 46 to the conduit 41. The most direct of the three paths is thru a restric- -tion or jet A. Anotherpath is thru jets B and D in series to the conduit 41. The jet B is normally closed by an enrichment valve 61 biased to closed position by a spring 68. The valve 61 opens only when the pressure differential across the jet B exceeds a predetermined value. The third path between the chamber 66 and conduit 41 is thru a conduit 18, a valve chamber 1|, past an enrichment valve 12, and thru a conduit 13, a jet E, a conduit 14 and jet D to the conduit 41.

When the disc valve 6| is positioned so that fuel also flows thru conduit 84, that fuel passes thru a jet C, the conduit 14 and jet D to the conduit 41. r

The valve 12 is attached to the central portion of a flexible diaphragm 15 which is attached at its edges to a casing 18, and forms within the casing 16 a pair of expansible chambers 11 and 1|. The chamber 1| is connected thru the conduit 10 to the chamber 66, as previously described. The chamber 11 is connected thru a conduit 18 to the conduit 64. A spring 80 within the housing 16 biases the valve 12 toward its closed position.

The pressure regulator unit 48 includes a housing 8| divided into expansible chambers 82 and 83 by a diaphragm 84. A balanced valve member 85 is attached to the center of the diaphragm 84; and is biased to closed position by a spring 86. The chamber 82 is vented thru a conduit 81 to the vent ring l8. The valve 85 is positioned in accordance with the balance between the pressure in the chamber 83 and the pressure in chamber 82 aided b the force of spring 86. The pressure in chamber 82 is small relative to the force of the spring 86 and to the pressure in chamber 83, and hence has little controlling effect on the position of valve 85. The function of the pressure regulator unit 48 is to maintain a substantially constant pressure of the fuel in the chamber 83, so that the flow of fuel thru the jetsystem 46 will not be adversely affected by variations in the pressure adjacent the discharge nozzle I3.

Operation of Figure 1 The flow of fuel thru the regulator unit 43 is controlled by the pressure differential between the chambers 53 and 54. This pressure differential is in turn controlled by the metering unit 30. A

portion of the fuel entering the chamber 54 passes hence the position of valve is controlled by the position of valve 38 with respect to its seat 40. The position of valve 38 is determined by the pressure differential across the restriction 2|, which pressure differential is a measure of the quantity of air flowing thru the passage l2. Upon an increase in the flow of air thru the passage l2, whichmight be caused by an opening movement of the throttle i5, the pressure differential across the restriction 2| increases, and this pressure differential. transmitted to the chambers 21 and 28 of the metering unit 38 causes a movement of valve 38 toward the seat 40, thereby further restricting the flow of fuel thru the valve. This restriction of the fuel flow causes the pressure to build up in the chamber 35, conduit 58, and

chamber 53 of fuel regulating unit 43. The increase in pressure in the chamber 53 moves valve member 55 toward open position,thereby increasing the pressure in chamber 54. Since the pressure at the outlet of the jet system 46 is maintained substantially constant by the pressure regulator 48, it may be seen that the pressure differential in the fuel conduit across the jet system 46 is made to vary in proportion to the pressure differential across restriction 2|. Since, as previously pointed out, the pressure differential across the restriction 2| varies as the square root of the mass of air flowing thru the carburetor, and since the flow'thru a fixed restriction varies as the square of the pressure differential across it, then it becomes apparent that thequantity of fuel discharged thru the nozzle i6 is controlled in accordance with the quantity of'air flowing thru the passage l2. g This relationship holds only so long as the CI'OSSPSBCfiODQ-l area of the metering restriction in the jet system 46 remains constant. In other words, the relationship holds for any one jet, or any group of jets, in the jet system 64.

In a carburetor of theme described, it has been found that at small air flows the fuel flow does not vary as a linear function of air fiow, because of the difficulties and inaccuracies inherent in measuring small air flows in a venturi meter designed for considerably greater-flows. Therefore such carburetors are so designed that the fuel flow is disproportionately large as compared to the air flow, when the air flow is below a predetermined value. This eifect is obtained by the use 'of spring 56, which biases valve 55 in a fuel flow increasing direction. At low air flows, the pressure in chamber 53 is low as compared to the force of spring 55, and the spring therefore operates valve 55 to increase the fuel flow above the value indicated by the pressure in chamber 53. For example, when the mixture control BI is positioned so that fuel is flowing thru the conduit 03 and not thru the conduit 64, then the fuel and air ratio varies with air flow according to a characteristic such as that illustrated by the curve F of Figure 5. From zero air flow to the point 90, the characteristic is non-linear, but for higher air flows the fuel to air ratio is constant. If the fuel I flow continued to take place only thru the jet A,

the fuel to air ratio would remain substantially constant over a considerable range of air flow variation. However, it is desired to increase the fuel to air ratio at higher air flows, in order that This is done, in the carburetor of Figure 1, by the operation of enrichment valves 12 and 01.

As the fuel flow increases, the pressure in the chamber 55 increases with the opening movement of the valve 55. The pressure in chamber II likewise increases, since it is connected'to chamber 86 by the conduit 10. The pressure in the chamber 11 however remains substantially constant and equal to that on the discharge side of let A, since the chamber TI is connected to the discharge side of jet A thru conduit 18, jet C, conduit I4 and jet D. The chambers" and II are so connected that the pressure differential between them is equal to the difierence between the pressure drop across jet A and the drop across jets C and D in series.

When the pressure difi'erential between chambers II and 11 becomes suflicient to overcome the spring 80, the enrichment valve 12 is moved to open position and fuel starts flowing thru the path from chamber 06 thru conduit I0, chamber II, conduit 13. jet E, conduit 14 and jet D to conduit 47. This fuel flow past the jet D establishes a pressure differential across it. Because of this pressure differential, the pressure in chamber 11 rises, and the pressure diiferential between chamber H and 11 decreases. The valve .12 therefore reaches a balanced position at which the fuel flow thru it is just enough that the pressure differential established across jet D maintains the .valve stationary. Referring again to Figure 5, the curve F between points 9| and 92 illustrates the variation of the fuel and air ratio with air flow during the time the jets A and E are both open.

Upon further increasing pressure in the chamber 55. a point is reached where the pressure is suiiicient to overcome the spring 68 and open the jet B, whereupon the fuel flow thru the carburetor is determined by the combined characteristics of the jets A, B, D and E. The variation of 1 may be adapted to control the ignition timing of .the power output of the engine may increase.-

-the fuel and air ratio When both the conduits 63 and 64 are opened by the disc valve 6!, there is no pressure differ.-

ential between chambers II and 11. Therefore the valve 12 is maintained closed, and the characteristic variation of fuel and air ratio with air flow thru the carburetor is then illustrated by the curve G in Figure 5. The shape of this curve is determined by the characteristics of jets A, B, C and D in combination. The characteristic illustrated by the curve G of Figure 5 is quite conventional in aircraft carburetors.

Figure 2 There is shown in Figure 2 an arrangement by whichthe jet and mixture control system of Figure the associated engine in such a manner that the timing will be advanced whenever the engine is running at light loads with a lean mixture. Those elements in Figure 2 which correspond to equivalent elements in Figure 1 have been given the same reference characters.-

There is shown in Figure 2 a hydraulic servomotor I00, of the rotating vane type. The servomotor I00 comprises a casing IOI, in the form of a quadrant. A vane I02 is mounted on a shaft I03 at the center of the quadrant, and separates the casing into two chambers 98 and 99. An arm I04 is attached to the shaft at one end and at its opposite end to a link I05, which may be connected to any suitable ignition timing control device (not shown). A spring I06 biases the arm I04 against a stop 91, so that the arm I04 tends to remain in the position shown in the drawing.

A conduit I0'I connects the chamber 56 of the jet system 46 to the chamber 99 of servomotor The selector valve unit III comprises a casing [I2 divided by a diaphragm H3 into a pair of expansible chambers H4 and H5. The diaphragm II3 supports at its center a pair of oppositely extending valves H6 and H1. The construction is such that when the pressure in chamber II4 exceeds that in chamber II5, the valve I I1 is moved to the position shown in the drawing, where it closes the conduit I09, and opens the connection between conduit H0 and chamber H4. When the pressure in chamber H5 is greater than that in chamber I I4, the valve members are moved to the left until the valve IIG closes the conduit 0 and valve I I1 opens the connection between conduit I09 and chamber I I3. The chamber 98 in the servomotor I00 is therefore selectively connected to that one of the chambers H4 or II5 which has the-highest pressure in it. The chamber II 4 is connected thru a conduit I I8 to the conduit 64, and the chamber I I 5 is connected thru conduit I20 to theconduit I3.

When the mixture control selector valve BI is in the position shown in the drawing, wherein both the conduits 63 and 64 are open, the valve I2 is closed since the pressures in the chambers II and 11 are equal. Therefore no fuel is flowing past jet E and the pressure in chamber H5 is the same as that on the discharge side of jet C.

The pressure in chamber I I4 however is the same as that on the upstream side of jetC, so that the valves H6 and H1 are operated to the positions shown in the drawing. The pressure in chamber H4 is then transmitted to the chamber 86 in servomotor I and balances the equal pressure supplied to chamber 99 from the upstream side of jet A, so that the vane remains in the central position shown.

Now let it be assumed that the mixture control valve BI is operated to cut off the flow of fuel thru conduit 64, and that the flow thru conduit 63 is open position, as described in connection with Figure 1. There is then no fuel flowing thru jet C, so that the pressure in chamber H4 is the same as that on the discharge side of jet E. Fuel is flowing thru jet E however and the pressure in chamber I I is the same as that on the upstream side of jet E. Therefore the valves H6 and H1 are moved to the left so that valve II6 obstructs the passage H0 and valve II1 opens the passage I09 to the flow of fuel. The pressure in the chamber. 98 is then substantially the same as that in chamber .66, to which it is connected, and is therefore the same as the pressure in chamber 99. The vane is again balanced and remains in the central position shown in the drawing.

Now let it be assumed that the fuel flow thru the carburetor decreasesv until the valve I2 closes, as explained in connection with Figure 1, and that the mixture control valve 6| remains in the position where the conduit .64 is closed and the conduit 63 is opened. Under such conditions no fuel is flowing thru either jet 0 or jet E, so thatv the chambers H4 and H5 are at the same pressure. The positions of the valve members H6 and H1 at this time are therefore immaterial. The operation of the system is the same whatever position they assume. Under these conditions no fuel is flowing thru jets C, D, or E, and hence the pressure in the chamber 98 is the same as that on the discharge side of jet A, while the pressure in the chamber 99 is the same as that on the inlet side of jet A. Thevane I02 is therefore moved to the left from the position shown in the drawing and operates the ignition timing mechanism to advance the ignition timing.

Under these conditions, as the fuel flow continues to decrease, the pressure drop across jet A decreases and eventually reaches a value so small that it is not sufiicient to overcome spring I06. Thereupon the spring I06 moves the vane I02 and the ignition timing control mechanism to its normal timing position. The spring I06 is preferably chosen so that this movement takes place. at an air flow equal to that existing at the point 90 in Figure 5.

Figure 3 There is shown in Figure 3 an arrangement for securing the same type of ignition control shown in Figure 2 by an electrically operated control system. As in the case of Figure 2, those elements in Figure 3 which correspond to equivalent elements in Figure 1 have been given the same reference characters. v

In Figure 3, the diaphragm which carries the valve 12 also carries a movable switch contact I which cooperates witha resiliently supported stationary contact I2I. Although these contacts are shown as positioned within the chamber II, thru which fuel is flowing, it should be realized that this is a diagrammatic illustration only, and that in any practical device the contacts would not be located in the flowing fuel I sparking at the contacts. The contacts I20 and sufllcie'ntly high so that the valve 12 is moved to I2I are arranged to close when the valve 12 is closed.

Connected in parallelwith the chambers 11 and II is another pair of chambers I22 and I23, sep-- arated by a flexible diaphragm I24. The diaphragm I24 carries a movable contact I25 which cooperates with a stationary contact I26. A spring I21 biases the diaphragm I24 against a pair of stops I29, in which position the contacts I25 and I26 are separated.

As previouslypointed out, the chambers I1 and 1| are so connected that they are responsive to the difference between the pressure drop across the restrictions 0 and D in series and the pressure drop across the jet A. When there is no diire'rence between these two pressure drops, as when the mixture control valve 6| is positioned to permit fuel flow thru both conduits 63 and 64, the diaphragm 15 is moved by the spring to close the valve 12 and to move contact I20 into engagement with contact I2I. At the same time, spring I21 moves diaphragm I24 to separate the contacts I25 and I26.

The contacts I20 and I2I, and the contacts I25 and I26 are connected in a series circuit with a battery I30 and electromagnet I3I. This circuit may be traced from the upper terminal of battery I30 thru a conductor I32, contacts I20 and I2I, a conductor I33, contacts I25 and I26, a conductor I34, electromagnet BI and a conductor I35 to the lower terminal of battery I30.

The electromagnet I3I has an armature I36, which is attached by a link I31 to an ignition timing control lever I38. A spring I40 biases the lever I38 against a stop I33, and thereby acts thru link I31 on the armature I36 to maintain the latter in its retracted position.- Upon energization of electromagnet I3I, the armature I36 is moved upwardly, thereby moving the lever I38 against a sto I50.

The lever I38 is pivoted at I5I, and insulatingly carries at its opposite end a movable contact I52. The contact I52 is a part of an ignition timing control mechanism which includes a cam coil I58 may then be traced from the upper terminal of battery I60 thru coil I 58, contacts I53, I52 and I54, a conductor I6I, breaker points I56, and cam I55 to ground, and thru ground to the lower terminal of battery I60. This is the normal condition of the ignition timing control mechanism, wherein the ignition timing is controlled by the operation of breaker points I56.

When the electromagnet I3I is energized, the armature I36 is moved upwardly to its attracted position, carrying lever I38 against stop I50, and moving contact I52 to bridge two stationary contacts I62 and I63. The energizing circuit for coil I56 may then be traced from the upper terminal of battery I60 thru coil I58, contacts I62, I52, and I63, a conductor I65, breaker points I51,and cam I55 to ground, and thence to the grounded lower terminal of battery I60. The cam I55 rotates counter-clockwise, as indicated by the legend in the drawing. Therefore, the ignition timing is .advanced when the lever I38 is moved so that chambers I1 .ply control means including a. main the fuel flowing thru said carburetor and a-pair an earlier time in the revolution of cam I55 than i the points I56.

Whenthe mixture control valve GI is positioned so that fuel flows only thru conduit I53, and the rate of flow is sufilciently. high that the valve 12 is opened, then the electrical circuit just described is opened at the contacts I20 and I2I. Therefore the electromagnet I Si is not energized and the ignition timing remains in its normal con-v dition. The relative strengths of the springs .80 and I21 are such that, .as the fuel flow decreases, the diaphragm I is moved to close the contacts I20 and I2I before the diaphragm I24 is moved to open the contacts I25 and I26. When the pressure differential between the chambers H and I1 is in that range of values which occurs at air flows between the values indicated by the points 90 and SI of Figure 5, then the circuit is completed thru both sets of contacts I20 and HI and I25 and I28. The electromagnet I2I is then energized and operates the ignition timing control device to advance the spark. Spring I21 should preferably be chosen so that the contacts I25 and I26 do notopen as long as the flow thru jet A is greater than that required for idling purposes.

K Figure 4 There is shown inFigure 4. an arrangement ada table for use with the mixture control system of Figure 1 so that when the mixture control valve Si is in its'lean position the fuel and air ratio will be increased at low and high fuel flows and decreased at intermediate fuel flows.

In the arrangement of Figure 4, a pair Of chambers I40 and MI are connected in parallel with and II. The chambers I40 and MI are separated by flexible diaphragm I42, which carries an idle enrichment valve I43 biased to conduit having a restriction therein. mixture conopen position by a spring I44. The relative strengths of the springsiiil and I44 are chosen so that power enrichment valve 12 is opened whenever the air fiow is above a predetermined value, which may be, for example. of the maximum air fiow, and the valve I43 is opened when the now decreases below, for example, 20% of the maximum. Therefore, it may be seen that a carburetor equipped with the jet system of Figure 4 supplies its associated engine with a lean mixture when the engine load is between 20% and 50% of its rated value, and that a somewhat richer mixture is supplied when the engine load is below 20% and. above50% of its rated value.

The relationship between the fuel and air-ratio andthe fuel flow obtained with the system of Figure 4 is illustrated by the curve F of Figure 5 as modified at low "values of air flow by the I curve H.

The valve I43 will open whenever the mixture control valve is in its rich position so that fuel then flows thru both. conduits 63 and 64. This amounts to a fixed increasejin the cross-sectional area. of the jet C, andmay be compensated in the design of the jet C.'

While I have shown and"described certain preferred embodiments of my invention, other modifications thereof will occur to those skilled in the art andl therefore intend that my invention shall be limited only by the appended claims.

I claim as my invention:

1. In an internal combustion engine, in combination, ignition timing control means, fuel supconduit for of parallel branch conduits, each said branch fuel flow thru said main conduit andhence the pressure differential across said restrictions, and means for operating saidignition timing control means and effective to advance the ignition timing only when said mixture control valve means is in position to permit fuel flow thru said one branch conduit only. and the pressure difierential across the restriction in said one branch conduit exceeds apredetermined value.

2. In an internal combustion engine, in combination, ignition timing control means, fuel supply control means including a main conduit for the fuel flowing, thru said carburetor and first and second branch conduits, each said branch conduit having a. restriction therein, mixture control valve means for selectively permitting the flow of fuel thru either the first or both of said branch conduits, fuel flow controlling means for varying the fuel fiow thru said main conduit and hence the pressure differential across said restrictions, a third branch conduit including a valve and a fixed restriction and connected in parallel with the restriction in said first branch conduit. means for operating said valve in accordance with the difference between the pressure differentials across the restrictions in said first and second conduits, fluid motor means for operating said ignition jiming-control means including a. pair of exparisible chambers, a movable wall separating said chambers, and means connecting said wall to said ignition timing control means, means for supplying one of said chambers tion therein is greater than a predetermined value,

and so that the pressure in said one chamber is higher than the pressure in said other chamber whenever only said one branch conduit is open and the pressure diiferential across the restriction therein is less than said predetermined value,

said fiuid motor means being efiective when the pressures in said chambers are balanced to operate said ignition timing control means to a normal position, and effective when the pressure in said one chamber is higher than the pressure in said other chamber to operate said ignition timing control means to advanced position.

, 3. man internal combustion engine, in combination, ignition timing control means, fuel sup-- ply control means including a main conduit for the fuel flowing thru said carburetor and and second parallel branch conduits, each said branchconduit having at least one restriction mixture control valve means for selectively permitting the fiow of fuel thru either the first or both of said branch conduits, fuel flow controlling means for varying the fuel flow thru therein,

said main conduit and hence the pressure differential across .said restrictions, means responsive to the difference between the pressure differentials across the restrictions in said first and ,second conduits, and effective when said diflerence lies within a predetermined range of values to operate said ignition timing control means to an advanced position, and effective when said difference lies without said range to operate said ignition timing control means toa normal potion. 4. In an internal combustion engine, in combination, ignition timing control means, fuel supply control means including a main conduit for the fuel flowing thru said carburetor and first and second para lel branch conduits, each said branch conduit having at least one restriction therein, mixture control valve means for selectively permltting'the flow of fuel thru either the first or both of said branch conduits, fuel fiow controlling means for varying the fuel fiow thru said main conduit and hence the pressure differ ential across said restrictions, a third branch conduit including a valve and a fixed restriction and connected in parallel with the restriction in said first branch conduit, means for operating said valve in accordance with the difference between the pressure differentials across the restrictions in said first and second conduits, and means responsive to the difference between the pressure in said first conduit at a point between the restriction therein and said mixture control valve means and the greater of the two pressures at corresponding points in said second and third conduits for operating said ignition timing control means.

5. In an internal combustion engine, in combination, ignition timing control means, means biasing said control means to a normal position, fuel supply control means including a main conduit for the fuel flowing thru said carburetor and first and second branch conduits, each said branch conduit having at least one restriction therein, mixture control valve means for selectively permitting th flow of fuel thru either the first or both of said branch conduits, fuel flow controlling means for varying the fuel flow thru said main conduit and hence the pressure differential across said restrictions, an electrical circuit, switch means for opening and closing said circuit, means for operating said switch means in accordance with the difference between the pressure differentials across the restrictions in said pair of conduits, so as to close said circuit W when said difference lies within a predetermined range of values, and means responsive to closure of said circuit for operating said ignition timing control means to an advanced position.

6. In an internal combustion engine, in combination, ignition timing control means, means biasing said control means to a normal position, fuel supply control means including a main conduit for the fuel flowing thru said carburetor and first and second parallel branch conduits, each said branch conduit having at least one restriction therein, mixture control valve means for selectively permitting the flow of fuel thru either the first or both of said branch conduits, fuel flow controlling means for varying the fuel flow thru said main conduit and hence the pressure differential across said restrictions, an electrical circuit, first and second switches connected in series in said circuit, operating means for each of said switches, both said operating means being responsive to the difference between the pressure differentials across'the restrictions in said pair of conduits, the operating means for one of said switches being effective to close said one switch when said difierence exceeds a first predetermined value, and the operating means for the other switch being effective to close said other switch when said diiference is less than 'a second ratio is lean and saidv quantity is below a predetermined value.

8. In a carburetor for an internal combustion ,engine, in combination, means for controlling the flow of air thru said carburetor, means for controlling the flow of fuel thru said carburetor,-

means for establishing a normal fuel to air ratio, means operative as an incident to an increase of air flow above. a predetermined value to increase said fuel to air ratio, ignition timing control means, and means for operating said ignition timing control means simultaneously with said ratio increasing means so as to retard said ignition timing when said ratio is increased and to advance said ignition timing when said'ratio is decreased.

9. In a charge forming device for an internal combustion engine, in combination, a pump for supplying fuel under pressure to said engine, a conduit for the fuel "flowing from said pump, a metering restriction in said conduit, fuel flow controlling means for varying the pressure differential across said restriction, ignition timing conferential for operating said ignition. timing control means against said biasing means, said operating means being effective when said differential exceeds a first predetermined value to operate said ignition timing control means to said advanced position, and additional means responsive to said pressure differential and effective when said differential exceeds a second predetermined value greater than said first value to render said operating means ineffective so that said biasing means operates said ignition timing control means to normal.

10. In a charge forming device for an internal combustion engine, in combination, a pump for supplying fuel under pressure to said engine, a conduit for the fuel flowing from said pump, a

metering restriction in said conduit, fuel flow tive when said differential exceeds a. predetermined value to render said first means inefiective so that said ignition'timing control means is operated to said normal position by its asso ciated biasing means and simultaneously to open ,said valve means against its associated biasing means.

11. In a charge forming device for an intemal combustion engine. in combination, a pump for pp y ng fuel under pressure to said engine, a conduit for the fuel flowing from said pump, a metering restriction in said conduit, fuel flow controlling means for varying the pressure differential acrosssaid restriction, a combustion control device associated w th said engine and to operate said control device to said second position, and additional means responsive to said pressure differential and eiiective when said differential exceeds a second predetermined value greater than said first value to cause operation of said control device to said first position.

12. In a carburetor for aninternal combustion engine, in combination, a conduit for the fuel flowing to said engine, a meteringrestriction in said conduit, fuel flow controllin means for varying the pressure differential across said restriction, a combustion control device associated with said engine and movable between a first position wherein it tends to oppose an excessive rise in the engine temperature and a second position wherein it increases the efllciency v of the engine, means biasing said control device to said first position, means responsive to said pressure differential for operating said control device against said biasing means, said operating means being effective when said differential exceeds a first predetermined value to operate -said control device to said second position, and additional means responsive to said pressure differential and effective when said difierential exceeds a second predetermined value greater than said first value to cause operation of said con-- trol device to said first position.

13. Control apparatus for an internal combustion engine, comprising means for controlling the ignition timing of said engine, a'conduit for supplying air to said engine for combustion purposes, means associated with said conduit for producing two unequal pressures Whose difierence is a measure of the quantity of air flowing therethru, means for controlling the ratio of fuel to air supplied to said engine including a member movable between a first position corresponding to a lean fuel to air ratio and a second position corresponding to a rich fuel to air ratio, means effective when said member is in said first position and the difference of said pressures exceeds a predetermined value to operate said ignition timing control means to establish ignition timing more advanced than normal and means effective upon movement of said member to said second position to cause operation of said ignition timing control means to establish normal ignition timing.

14. Control apparatusfor an internal combusa position wherein normal ignition timing is established by said control means, means for supplying fluid to said chambers under two unequal pressures so that the dificrence between said pressures acts on said diaphragm in a direction opposed to said biasing means, and means operable to establish fluid communication between said chambers so that said biasing means operates said wall to cause establishment of normal ignition timing.

15, Control apparatus for an internal combustion engine, .comprising' two expansible chambers separated by a movable wall, means operated by said wall for controlling the ignition timing of said engine, means biasing said wall to a position wherein normal ignition timing is established by said control means, a conduit for sup,- plying air to said engine for combustion purposes, means for supplying fluid to said chambers under two unequal pressures whose diner-.- ence varies in accordance with the quantity of air flowing thru said conduit with the force due to said difference in pressures acting on said diaphragm in a direction opposed to said biasing means, and means operable to establish fluid communication between said chambers so that said biasing means operates said wall to cause establishment of normal ignition timing.

16. Control apparatus for an internal combustion engine, -comprising two expansible chambers separated by a movable \vall, means operated by said wall for controlling the ignition timing of said engine, means biasing said wall to a position wherein normal ignition timing is established by said control means, a conduit for supplying air to said engine for combustion purposes, means for supplying fluid to said chambers under two unequal pressures whose difference varies in ac- (ill cordance with the quantity of air flowing thru said conduit, means for controlling the ratio of fuel to air supplied to said engine including a member movable between a first position corresponding to alean fuel to air ratio and a second position corresponding to a rich fuel to air ratio, and means operative as an incident to movement of said member to said second position to establish fluid communication between said chambers so that said biasing means operates said wall to cause establishment of normal ignition timing.

17. Control apparatus for an internal combustion engine, comprising a. first conduit for air flowing to said engine for combustion purposes, means for producing two unequal pressures whose diiference is a measure of the quantity of air flowing thru said first conduit, 2. second conduit for fuel flowing to said engine, metering restriction means in said second conduit, means responsive to said difference of pressures for controlling the pressure difierential across said restriction means and hence the quantity of fuel flowing therethru, means including a valve'for controlling the eiiective cross-sectional area of said restriction means to control the ratio of fuel to air supplied to said engine, said valve being efiective when open to increase said ratio and when closed to decrease said ratio, ignition timing control means including a movable member, means biasing said member to a position in which said control means establishes normal ignition timing, and means subject to the pressure difierential across said valve to operate said ignition timing means against said biasing means said biasing means being effective whenever said valve is open to cause establishment of normal ignition timing.

18. Control apparatus for an internal combustion engine, comprising a conduit, for fuel flowing to said engine, metering restriction means in said conduit. means including a valve for controlling the effective cross-sectional area of said restriction means to control the ratio of fuel to air supplied to said engine, said valve being eifecclosed to decrease said ratio, ignition timing control means including a movable member, means biasing said member to a position in, which said control means establishes normal ignition timing,'and means subject to the pressure differential across said valve means to operate said ignition timing means against said biasing means said biasing means being effective whenever-said valve is open to cause establishment of normal ignition timing. i 1 3 19. Control apparatus for an internal combustion engine, comprising means for controlling the flow of air to said engine for combustion purposes, ignition timing control means, means for varying the ratio-of fuel to air supplied to said engine, and means variabiein accordance with said air flow for operating said ignition timing control means and said ratio varying means, said last-named means being effective when saidair flow is in an intermediate range of values to advance said timing and to decrease the ratio of fuel to air supplied to said engine, and to restore said timing-and said fuel to air ratios to their respective normal conditions when said air flow is outside said range.

' 20. Control apparatus for, an internal combustion engine, comprising means for controlling the flow of air to said engine for combustion pur-' poses, ignition timing control means operable between normal and advanced timing positions,

1 means for varying the ratio of fuel to air'supplied to said engine and movable between normal and lean mixture positions, and means variable in response to said air flow for operating said ignition timing control means and said ratio varying means, said air flow responsive means being effective when said air fiow is in an intermediate range of values to advance said timing and to decrease the 'ratio' of fuel to air supplied I to said engine, and to restore said timing and .advance the timing and when said quantity is outside said range to operate said ignition control means to'establish normal timing, and means operable to discontinue control of said ignition timing control means in accordance with said force and to cause operation of said ignition timing control means to establish normaltiming.

22. Control apparatus for an internal combustion engine, comprising ignition timing, control means, means for producing a force varying as a function of the quantity of air suppliedto said engine for combustion purposes, means responsive to said force and effective when said quantity lies within a predetermined range of values to operate said ignition timing control means to .advance the timing and when said quantity is essence tive when open to increase said ratio and when outside said range to .operate said ignition timing contfii means to establish normal timing means for controlling the ratio of fuel to air supplied to said engine including a member movable between a first position corresponding to a lean fuel to air ratio and a second position corresponding to a rich fuel to air ratio, and means operated as an incident to movement of said member to said second position to discontinue'control of said ignition timing control means in accorc'once with said force and tocause operation of [said ignition timing control means to establish normal timing.

23. In a fuel supply system for an internal combustion engine, a main fuel conduit,a pair of 4 parallel branch conduits connected to said fuel conduit, mixture control valve means movable between afirst position wherein fuel may flow only thru one of said branch conduits and a second position wherein fuel may flow thru both of said branch conduits, a metering restriction in each of said branch conduits, means for controlling the fuel pressure differential across said branch conduits to regulate the rate of flow of fuel'thru said main conduit, an auxiliary control device movable between first and second positions, means biasing said device to said first position, means for operating said device to said second position against said biasing means including a pair of expansible chambers separated by a movable wall, means for communicating said fuel pressure differential to said chambers so that said wall is i moved against said biasing-means when said fuel pressure differential exceeds a predetermined value, and means operative as an incident to movement of said mixture control valve means to its second position to equalize the pressures in said chambers so that said wall is positioned by said biasing means.

24. In a fuel supply systemfor an internal combustion engine, a main fuel conduit, a pair of parallel branch conduits connected to said fuel conduit, mixture control valve means movable between a first position wherein fuel may ,fiow only thru one of said branch conduits and a second position wherein fuel may flow thru each of said branch conduits, a metering restriction in each of said branch conduits, means for controlling the fuel pressure differential across said branch conduits toregulate the rate of flow of fuel thru said main conduit, an auxiliary control device movable between first and second positions, means biasing said device to said first position, means for operating said device to said second position against said biasing means including a pair of expansible chambers separated by a movable wall, means connecting each of said chambers to one of said branch conduits at a point between said mixture control valve means and the restriction therein, so that when said mixture control valve means is in said first position said wall is moved against said biasing means when said vfuel pressure diiferential exceeds a predetermined value, and when said selector valve means is in its second position the pressures in said chambers are equalized and said wall is positioned by said biasing means.

25. Control apparatus for an internal combustion engine, comprising a first conduit for air flowing to said engine for combustion purposes, means for producing two unequal pressures whose difference is a measure of the mass of air flowing thru said first conduit per unit time, a second conduit for fuel flowing to said engine, a plurality of parallel branch conduits connected including a fixed metering restriction, means respcnsive to said difference of ressures for controlling the pressure differential across said restrictio'ns and hence the quantity 'of fuel flowing therethru, means including a variable restriction for controlling the flow thru one of said' branch conduits to control the ratio of fuel to air supplied to said engine, ignition timing control means, a pair of expansibie chambers separated by a movable wall, a pair of passages connecting a said chambers to said one branch conduit at the opposite sides of one of said restrictions, and means including said movable wall for operating s d ignition timing control means to advance said timing when the flow thru said branch conduit is decreased by said variable restriction, and

to retard said timing when the flow thru said of said branch conduits, means for controlling the fuel pressure differential across said branch conduits to regulate the rate of flow offuel thru said main conduit, an enrichment valve connected in parallel with the restriction in said one branch conduit and movable between closed and open positions, means biasing said enrichment valve to said closed position, means for operating said enrichment valve toward open position against said biasing means including a pair of expansible chambers separated by a movable wall, and means connecting each of said chambers to one of said branch conduits at a point between the restriction therein and said selector valve means, so

- that when said selector valve means is in said first position said wall is subject to said fuel presure differential, and when said selector valve means is in its second position the wall is subject to equal pressures on its opposite sides.

27. In a fuel supply system for an internal combustion engine, a main fuel conduit, a pair of parallel branch conduits connected to said fuel conduit," mixture control valve means movable between a first position wherein fuel may flow only thru one of said branch conduits and a second position wherein fuel may flow thru both of said branch conduits, a metering restriction in each of said branch conduits, means for controlllng the fuel pressure differential across said branch conduits to regulate the rate of flow of fuel thru said main conduit, ignition timing control means movable between normal timing and advanced timing positions, means biasing said ignition timing control means to its normal timing position, means for operating said ignition timing control means toward said advanced timing position against said biasing'means including valve means is in its second position the pressures in said chambers are equalized and said ignitiontiming control means is moved to its normal timing position by said biasing means.

28. Control apparatus for an internal combustion engine, comprising ignition timing con- 1 trol means movable between normal timing and advanced timing positions, spring means biasing said ignition. timing control means to its normal timing position, means for producing two unequal pressures whose difference is a measure of the rate of flow of combustion air to said engine, means for operating said ignition timing control means against said spring including two expansible chambers separated by a movable wall. means for communicating said two unequal pressures to said two chambers, respectively, so that said ignition timing control means is moved to its advanced timing position when the difference of said pressures exceeds a predetermined value, a by-passconnection between said two chambers, and means responsive to the diflerence of said pressures for opening said by-pass connection to equalize the pressures in said two chambers when said pressure difference exceeds a second predetermined value greater than saidflrst value, so

that said spring operates said ignition timing control means to its normal position.

29. Control apparatus for an internal combustion engine, comprising electrical means for controlling the ignition timing of said engine,

means including an electrical circuit for c ar-- gizing said electrical means, and means responsive to the rate of flow of combustion air to said engine'and to the fuei-to-air ratio of the combustible mixture supplied to said engine for controlling the energization of said circuit.

30.. Control apparatus for an internal combustion engine, comprising ignition timing control means movable between a normal timing position and an advanced timing position, enrichment valve means movable between closed and-open positions in response to a condition indicative of the engine power output and effective when open to increase the ratio of fuel to air supplied to the engine, manually operable means for additionally varying the ratio of fuel to air supplied to said engine, said manually operable means being movable between a normal fuel-air ratio position and a rich fuel-air ratio position, and means operatively connecting said ignition timing control means and said enrichment valve means to said manually operable means, said connecting means being effective upon movement of said manually operable means to said rich position to cause normal timing position and to vary the response of said enrichment valve means to the engine power output.

31. Control apparatus for an internal combustion engine, comprising means for controlling the flow of combustion air to said engine, ignition timing control means movable between a; normal timing position and an advanced timing position, enrichment valve means movable between closed and open positions and effective when open to increase the ratio of fuel to air supplied to the engine, means responsive to the rate of flow of air to said engine for operating said ignition timing control means and said enrichment valve means, said last-named means being effective when said air flow is below a predetermined value to move said timing control means toiits advanced position and to close said valve, and when said air flow exceeds said-value to move said iginition timing control means to its normal position and to open said valve, manually operable means for additionally varying the ratio of fuel to air supplied to said engine, said manually operable means being movable between a normal fuel-air ratio position and a rich fuel-air ratio position,

and means operatlvely connecting said ignition timing control means and said enrichment valve the operation of said enrichment valve means by said air flow responsive means.

, 32. A fuel supply system for an internal combustion engine, comprising a main fuel conduit, a pair of parallelbranch conduits connected to said fuel conduit, selector valve means movable between a first position wherein fuel may flow only thru one of said branch conduits and a second position wherein fuel may flow thru both of said branch conduits, a, metering restriction in each of said branch conduits, means for controlling the fuel pressure difi'erential across said branch conduits to regulate the rate of fiow of fuel thru said main conduit, an enrichment valve connected in parallel with the restriction in said one branch conduit and movable between closed and open positions, meansbiasing said enrichment valve to said closed position, means respon sive to said fuel pressure diflerential for opening said enrichment valve against .its biasing means when said fuel pressure diilerential exceeds a predetermined value, a second enrichment valve connected in parallel with the restriction in said one branch conduit, means biasing said second valve to closed position, means for operating said second enrichment valve toward open position againstits biasing means, said second valve operating means being responsive to said fuel pressure differential when said selector valve means is in its first position and being so proportioned with respect to said second valve biasing means that said second valve is opened thereby at a value of said pressure differential substantially lower than that at which said first valve opens, and means eflective upon movement or said selector valve means to its second position to prevent openingof said second valve by its operating means.

33. A fuel supply system for an internal combustion engine, comprising a fuel conduit, a metering restriction in said conduit, fuel fiow controlling means for varying the fuel pressure differential across said restriction, an idle enrichment valve and a power enrichment valve connected in parallel with said restriction, a first spring biasing said idle enrichment valve to open position, first means responsive to said fuel pressure differential for operating said idle enrichment valve to closed position against said biasing spring and effective to close said valve when said fuel pressure difierential exceeds a first predetermined value, a second spring biasin said power enrichment valve to closed position, and second means responsive to said fuel pressure differential for operating said power enrichment valve in an opening direction against said second biasing spring, said first and second springs and said first and second operating means being so related that said power enrichment valve remains closed until said fuel pressure difierential exceeds a value substantially higher than that at which said idle enrichment valve closes.

. MILTON E. CHANDLER.

file of this patent:

UNITED STATES PATENTS Number Name Date Re. 22,447 Hersey et al Feb. 29, 1944 2,348,006 Hunt May 2, 1944 1,944,397 lBerry Jan. 23, 1934 1,755,988 Goudard Apr. 22, 1930 1,956,992 Mallory May 1, 1934 1,967,619 Justheim July 24, 1934 2,165,447 Browne' July 11, 1939 2,361,227 Mock Oct. 24, 1944 1,308,707 Gross July 1, 1919 FOREIGN PATENTS Number Country .Date

523,895 Great Britain July 25, 1940 OTHER. REFERENCES "Automotive Industries, June 15, 1941, pages 620-624, volume 84, No. 12. (Copy in Patent Oflice Library.) 

